Setup info
Posted: 2009 Jan 02 11:00 am
Kan någon översätta det här som är bra på engelska.
Differential
Centre Differential:
This map is used in conventional or straight line driving.
ACTION EFFECT ON BALANCE OTHER EFFECTS
Decrease percentage More oversteer Less stable under braking
Increase percentage More understeer More stable under braking
(more locked)
Centre L. Foot:
IMPORTANT: ADVANCED DRIVERS
The car's ECU overrides the Centre Differential map if you use both brake and throttle
simultaneously. This technique is commonly known as left foot braking.
ACTION EFFECT ON BALANCE OTHER EFFECTS
Decrease percentage More oversteer Less stable under braking
Increase percentage More understeer More stable under braking
(more locked)
Tip: Centre L Foot differential settings should be lower than those of the centre
differential, as this helps you to turn the car into a bend.
Front
ACTION POSITIVE EFFECT NEGATIVE EFFECTS
Decrease percentage Easier to turn car into bend Less traction on exit from bend
Increase percentage More traction on exit More difficult to turn car into
(more locked) from bend bend and torque steer on exit
Tip: Less percentage of front differential lock on tarmac than gravel stages.
Rear
ACTION POSITIVE EFFECT NEGATIVE EFFECTS
Decrease percentage Very slight increase in Loss of traction
high speed stability
Increase percentage More traction Understeer in tight bends
(more locked)
Tip: As a general rule, you should keep these values fairly high.
Max. Centre Diff. Torque:
ACTION PRIMARY EFFECT OTHER EFFECTS
Decrease percentage More input-sensitive Increased chance of oversteer
handling
Increase percentage More stable Increased chance of understeer
(more locked)
Max. Front Diff. Torque:
ACTION PRIMARY EFFECT OTHER EFFECTS
Decrease percentage Less front-wheel traction Exiting tight corners easier
Increase percentage More front-wheel traction More difficult to accurately
(more locked) control steering.
Max. Rear Diff. Torque:
ACTION PRIMARY EFFECT OTHER EFFECTS
Decrease percentage Less traction Helps prevent understeer
Increase percentage Increase traction through
(more locked) rear wheels on exit from May cause some understeer
a bend
Dampers
Bump: This is the energy absorbed within the damper while hitting a
bump or ridge in the road. Increasing this value makes the car feel
more rigid. Decreasing this value will make the car feel softer.
Tip: If you set the bump value too high, the car will have a tendency to bounce off the
road. Set it too low and it will not do its job of absorbing the bump’s energy.
Rebound: Rebound setting controls the speed with which the damper
extends after compression, which returns the tyre to the road.
Tip: The lower the setting, the more traction your car will find. Too soft, and the vehicle
will tend to ‘pogo’.
Fast Bump: Fast Bump works in the same way as the Bump settings, and is to
combat the bigger ruts, potholes or jumps you might encounter on
a stage. Fast Bump does not relate to the speed of the car, it
describes the speed of the damper compressing as a result of a
large impact.
F Bump Threshold: The Fast Bump Threshold is the speed (measured in metres
per second) that allows your fast bump settings to override your
bump settings.
Tip: A high setting may mean that the Fast Bump Threshold is never reached. Too low
and you’ll always be above the threshold.
Springs
Spring Length: Adjusting this value alters the car’s ride height and length of
suspension travel.
Tip: There are easier ways to change the ride height. Adjust strut platform height within
the Geometry menu. For the purposes of car setup we recommend leaving the spring
length on default.
Spring Stiffness: This is the amount of effort it takes to compress the spring.
Therefore the higher the number the stiffer the spring becomes.
The lower the number, the softer the spring. This will obviously
effect the car’s handling when going over bumps.
Tip: Fast, high-speed stages will benefit from higher spring stiffness. For muddy or
snowy conditions a softer (lower) spring setting may be advantageous.
Geometry (Front and Rear)
Top Mount Position: The top mount position is the mount at the top of the strut (where
it is connected to the car). Move this back and forth to change the
caster.
Tip: The bigger the minus caster figure you use, the better the car makes its initial
turn-in. However, this can increase the bump steer (i.e. the car’s propensity to be
diverted by bumps).
Steering Rod Length: Adjusting the steering rod gives the car more or less toe.
Strut Platform Height: This adjusts the car’s ride height in relationship to the ground.
In addition, by adjusting the front in relation to the rear will alter
the weight distribution and rake of the car. Raising the rear of
the car moves the centre of gravity forward.
Tip: Raising the ride height could give the car more suspension travel and less damage
to the underside of the car. Lowering the car helps keep the centre of gravity low.
Wheel Axis Inclination: This adjusts the camber angle.
Tip: Change camber to suit the road surface and give an equal tyre wear across the tread.
Roll Bar/Steering
Max Steering Lock With the value at MAX, and the user input at full-lock, the
wheels of the car will physically turn further. When the value is
at its minimum and user input is at full-lock it will result in the
car wheels turning less.
Front Roll Bar Stiffness: This affects the speed that the car’s weight moves across the axle
between the two front wheels. The higher the figure, the stiffer the
roll bar and the slower the change of weight distribution.
Tip: A lower setting gives quicker initial turn in on entry to bends. Higher settings give
the car greater high-speed stability.
Rear Roll Bar Stiffness: This affects the speed that the car’s weight moves across the axle
between the two rear wheels. The higher the figure, the stiffer the
roll bar and the slower the change of weight distribution
Tip: Lower settings (softer) result in added traction, but can provoke understeer.
Tip: If conditions are wet, perhaps lower (softer ) settings for both front and rear roll bars.
Brakes
Max Brake Pressure: This is the maximum breaking pressure on the wheels.
Increasing this pressure too much causes the wheels to lock
and the car to skid. On a loose, wet or icy surface, you’ll need
less power to initiate wheel lock.
Tip: If you are happy with the balance of your car, keep the brake power distribution
ratio consistent between Front and Rear Brakes. If the rear brake bias is too high the
rear of the car may tend to step out. If the front bias is too high, the car may tend to
lock up and it’ll be difficult to get the back of the car to break away on corners.
Brake Bias: This is a percentage of the total breaking power being applied
to the respective set of wheels. The total always equals 1.
Det va väl inte så mycket för en som kan
Differential
Centre Differential:
This map is used in conventional or straight line driving.
ACTION EFFECT ON BALANCE OTHER EFFECTS
Decrease percentage More oversteer Less stable under braking
Increase percentage More understeer More stable under braking
(more locked)
Centre L. Foot:
IMPORTANT: ADVANCED DRIVERS
The car's ECU overrides the Centre Differential map if you use both brake and throttle
simultaneously. This technique is commonly known as left foot braking.
ACTION EFFECT ON BALANCE OTHER EFFECTS
Decrease percentage More oversteer Less stable under braking
Increase percentage More understeer More stable under braking
(more locked)
Tip: Centre L Foot differential settings should be lower than those of the centre
differential, as this helps you to turn the car into a bend.
Front
ACTION POSITIVE EFFECT NEGATIVE EFFECTS
Decrease percentage Easier to turn car into bend Less traction on exit from bend
Increase percentage More traction on exit More difficult to turn car into
(more locked) from bend bend and torque steer on exit
Tip: Less percentage of front differential lock on tarmac than gravel stages.
Rear
ACTION POSITIVE EFFECT NEGATIVE EFFECTS
Decrease percentage Very slight increase in Loss of traction
high speed stability
Increase percentage More traction Understeer in tight bends
(more locked)
Tip: As a general rule, you should keep these values fairly high.
Max. Centre Diff. Torque:
ACTION PRIMARY EFFECT OTHER EFFECTS
Decrease percentage More input-sensitive Increased chance of oversteer
handling
Increase percentage More stable Increased chance of understeer
(more locked)
Max. Front Diff. Torque:
ACTION PRIMARY EFFECT OTHER EFFECTS
Decrease percentage Less front-wheel traction Exiting tight corners easier
Increase percentage More front-wheel traction More difficult to accurately
(more locked) control steering.
Max. Rear Diff. Torque:
ACTION PRIMARY EFFECT OTHER EFFECTS
Decrease percentage Less traction Helps prevent understeer
Increase percentage Increase traction through
(more locked) rear wheels on exit from May cause some understeer
a bend
Dampers
Bump: This is the energy absorbed within the damper while hitting a
bump or ridge in the road. Increasing this value makes the car feel
more rigid. Decreasing this value will make the car feel softer.
Tip: If you set the bump value too high, the car will have a tendency to bounce off the
road. Set it too low and it will not do its job of absorbing the bump’s energy.
Rebound: Rebound setting controls the speed with which the damper
extends after compression, which returns the tyre to the road.
Tip: The lower the setting, the more traction your car will find. Too soft, and the vehicle
will tend to ‘pogo’.
Fast Bump: Fast Bump works in the same way as the Bump settings, and is to
combat the bigger ruts, potholes or jumps you might encounter on
a stage. Fast Bump does not relate to the speed of the car, it
describes the speed of the damper compressing as a result of a
large impact.
F Bump Threshold: The Fast Bump Threshold is the speed (measured in metres
per second) that allows your fast bump settings to override your
bump settings.
Tip: A high setting may mean that the Fast Bump Threshold is never reached. Too low
and you’ll always be above the threshold.
Springs
Spring Length: Adjusting this value alters the car’s ride height and length of
suspension travel.
Tip: There are easier ways to change the ride height. Adjust strut platform height within
the Geometry menu. For the purposes of car setup we recommend leaving the spring
length on default.
Spring Stiffness: This is the amount of effort it takes to compress the spring.
Therefore the higher the number the stiffer the spring becomes.
The lower the number, the softer the spring. This will obviously
effect the car’s handling when going over bumps.
Tip: Fast, high-speed stages will benefit from higher spring stiffness. For muddy or
snowy conditions a softer (lower) spring setting may be advantageous.
Geometry (Front and Rear)
Top Mount Position: The top mount position is the mount at the top of the strut (where
it is connected to the car). Move this back and forth to change the
caster.
Tip: The bigger the minus caster figure you use, the better the car makes its initial
turn-in. However, this can increase the bump steer (i.e. the car’s propensity to be
diverted by bumps).
Steering Rod Length: Adjusting the steering rod gives the car more or less toe.
Strut Platform Height: This adjusts the car’s ride height in relationship to the ground.
In addition, by adjusting the front in relation to the rear will alter
the weight distribution and rake of the car. Raising the rear of
the car moves the centre of gravity forward.
Tip: Raising the ride height could give the car more suspension travel and less damage
to the underside of the car. Lowering the car helps keep the centre of gravity low.
Wheel Axis Inclination: This adjusts the camber angle.
Tip: Change camber to suit the road surface and give an equal tyre wear across the tread.
Roll Bar/Steering
Max Steering Lock With the value at MAX, and the user input at full-lock, the
wheels of the car will physically turn further. When the value is
at its minimum and user input is at full-lock it will result in the
car wheels turning less.
Front Roll Bar Stiffness: This affects the speed that the car’s weight moves across the axle
between the two front wheels. The higher the figure, the stiffer the
roll bar and the slower the change of weight distribution.
Tip: A lower setting gives quicker initial turn in on entry to bends. Higher settings give
the car greater high-speed stability.
Rear Roll Bar Stiffness: This affects the speed that the car’s weight moves across the axle
between the two rear wheels. The higher the figure, the stiffer the
roll bar and the slower the change of weight distribution
Tip: Lower settings (softer) result in added traction, but can provoke understeer.
Tip: If conditions are wet, perhaps lower (softer ) settings for both front and rear roll bars.
Brakes
Max Brake Pressure: This is the maximum breaking pressure on the wheels.
Increasing this pressure too much causes the wheels to lock
and the car to skid. On a loose, wet or icy surface, you’ll need
less power to initiate wheel lock.
Tip: If you are happy with the balance of your car, keep the brake power distribution
ratio consistent between Front and Rear Brakes. If the rear brake bias is too high the
rear of the car may tend to step out. If the front bias is too high, the car may tend to
lock up and it’ll be difficult to get the back of the car to break away on corners.
Brake Bias: This is a percentage of the total breaking power being applied
to the respective set of wheels. The total always equals 1.
Det va väl inte så mycket för en som kan